Traffic Injury Prevention最新文献

{"title":"Adult-supervised practice in learner’s permit phase has a significant but limited ability to improve safe driving skills","authors":"Xiaoxia Dong ,&nbsp;Jasmine Siyu Wu ,&nbsp;Elizabeth A. Walshe ,&nbsp;Shukai Cheng ,&nbsp;Flaura K. Winston ,&nbsp;Megan S. Ryerson","doi":"10.1080/15389588.2024.2374538","DOIUrl":"10.1080/15389588.2024.2374538","url":null,"abstract":"<div><h3>Objectives</h3><div>Most U.S. states require adult-supervised practice for adolescent learner permit holders intending to obtain a driver’s license before 18. However, the effectiveness of adult-supervised practice in imparting safe driving skills had been inconclusive prior to the recent development of consistent measures of adolescent learners’ driving performance. We examined the relationship between the number of adult-supervised practice hours and driving performance and skill deficits for 441 learner permit holders ages 16 and 17 in Pennsylvania.</div></div><div><h3>Methods</h3><div>Data came from a virtual driving assessment (VDA) deployed across Children’s Hospital of Philadelphia’s Primary Care Network and a self-reported survey at the time of the VDA. Based on a previous study, we defined two VDA Driving Classes that describe driving performance: Major Issues or Major Issues with Dangerous Behavior Class, and Minor Issues or No Issues Class. The response options for adult-supervised practice hours were presented to adolescents as categories (none, &lt;15 h, 15–&lt;65 h, 65 h, and &gt;65 h). We grouped those with 65 h with those with &gt;65 h given the low numbers of responses in these categories. The analysis used a Chi-square test and a binomial logit to investigate how adult-supervised practice hours correspond to adolescents’ VDA Driving Classes.</div></div><div><h3>Results</h3><div>Chi-square test showed weak associations between VDA Driving Classes and adult-supervised practice hours. The binomial logit found that adolescents who reported zero adult-supervised practice hours were more likely to be classified into the Major Issues or Major Issues with Dangerous Behavior Class than those who reported adult-supervised practice hours. For those who reported adult-supervised practice, the differences in VDA Driving Class were not statistically significant across the three practice categories (i.e., &lt;15 h, 15–&lt;65 h, and <span><math><mrow><mo>≥</mo></mrow></math></span>65 h). The model found no significant associations between VDA Driving Class and whether adolescent learners reported practicing with a formal instructor.</div></div><div><h3>Conclusions</h3><div>Our findings suggest that under current adult-supervised practice routines, longer practice hours have limited associations with improvements in adolescents’ VDA Driving Class. Some adolescents might not be ready to deal with the more dangerous settings the VDA presents even after completing the required hours of adult-supervised practice.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 1","pages":"Pages S6-S14"},"PeriodicalIF":1.6,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142562657","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Bridging the gap: Mechanistic-based cyclist injury risk curves using two decades of crash data","authors":"Angela Schubert ,&nbsp;Eamon T. Campolettano ,&nbsp;John M. Scanlon ,&nbsp;Timothy L. McMurry ,&nbsp;Thomas Unger","doi":"10.1080/15389588.2024.2400276","DOIUrl":"10.1080/15389588.2024.2400276","url":null,"abstract":"<div><h3>Objective</h3><div>Injury risk curves are vital in quantifying the relative safety consequences of real-world collisions. Previous injury risk curves for bicycle-passenger vehicle crashes have predominantly focused on frontal impacts. This creates a gap in cyclist injury risk assessment for other geometric crash configurations. The goal of this study was to create an “omnidirectional” injury risk model, informed by known injury causing mechanisms, that is applicable to most geometric configurations.</div></div><div><h3>Methods</h3><div>We used data from years 1999–2022 of the German In-Depth Accident Study (GIDAS). We describe the pattern of injuries for cyclists involved in collisions with passenger vehicles, and we developed injury risk functions at various AIS levels for these collisions. A mechanistic-based approach accounting for biomechanically-relevant variables was used to select model parameters a priori. Cyclist age (including children) and sex were regarded as relevant predictors of injury risk. Speed and impact geometry were captured through a novel predictor, <em>Effective Collision Speed</em>, which transforms the vehicle and cyclist speeds into a single value and incorporates frictional considerations observed during side engagements. Cyclist engagement with the vehicle was captured with a variable demonstrating the potential for a normal projection. We additionally present analyses weighted toward German nationwide data.</div></div><div><h3>Results</h3><div>We identified 6,576 cyclists involved in collisions with passenger vehicles. AIS3+ cyclist injuries occurred most often in the head, thorax, and lower extremities. <em>Effective Collision Speed</em> was a strong predictor of injury risk. Collisions with a potential for a normal projection were associated with increased risk, though this was only significant at the MAIS2+F severity level. Younger children had slightly higher injury risk compared to young adults, while elderly cyclists had the highest risk of AIS3+ injury. Sex was a significant predictor only for the MAIS2+F injury risk curves.</div></div><div><h3>Significance</h3><div>U.S. cyclist fatalities increased 55% from 2010 to 2021. To reduce injuries and fatalities, it is crucial to understand cyclist injury risk. This study builds on previous analyses by including children, incorporating additional mechanistic predictors, broadening the scope of included crashes, and using weighting to generalize these estimates toward national German statistics.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 1","pages":"Pages S105-S115"},"PeriodicalIF":1.6,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142562661","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Determination of distal fibula fracture for prediction of ankle injuries","authors":"Junior Noss ,&nbsp;John-Paul Donlon ,&nbsp;Ramakrishnan Iyer ,&nbsp;Jason Hallman ,&nbsp;Jason Forman","doi":"10.1080/15389588.2024.2406418","DOIUrl":"10.1080/15389588.2024.2406418","url":null,"abstract":"<div><h3>Objective</h3><div>This study quantified the local fracture tolerance of the distal fibula. The purpose of this data is to refine the understanding of ankle fracture tolerance in the population and enhance injury prediction by computational tools.</div></div><div><h3>Methods</h3><div>Fracture patterns of the fibula were obtained from the US National Highway Traffic Safety Administration (NHTSA) Crash Injury Research Engineering Network (CIREN). Of 143 cases of ankle injury, 120 included fibula fracture, many of which accompanied by radiology images. The most common fibula fracture type was a Weber C fracture, which was then used as the testing target to replicate with postmortem human surrogates. Isolated distal fibulae (male and female, across a wide anthropometric range) were subjected to quasi-static lateral-medial four-point bending superimposed on axial precompression.</div></div><div><h3>Results</h3><div>Of the 20 specimens tested, 17 fractured in compression and bending, two fractured in compression, bending, and shear, and one did not fracture upon the imposed displacement. Fractures occurring outside of the target testing span were treated as right-censored data points. Fracture patterns varied among specimens, with oblique fractures being most common, followed by segmental fractures. At failure, compressive force ranged from 77 N to 370 N and bending moment from 17 Nm to 47 Nm.</div></div><div><h3>Conclusions</h3><div>From the 19 fractured specimens, the variety of fracture patterns observed were generally consistent with the range of fibula fracture types and locations commonly observed in the field. While comparative studies with fibula specimens are largely absent from literature, comparison of this study to other long bones (radius and ulna) show that bending moment at fracture is similar. To the author’s knowledge, this is the first study to quantify the fracture tolerance of isolated distal fibulae under loading conditions representative of ankle injury mechanisms in motor vehicle collisions. By combining the results of this study with complementary results from parallel tibia-focused experiments (currently in-press), these results will aid development of tissue-level lower leg fracture prediction of human body models, thus enhancing prediction of ankle injury during safety assessment simulations. Specifically, the fracture tolerance information might generate an injury risk function to guide tissue-level injury prediction with human body models.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 1","pages":"Pages S145-S150"},"PeriodicalIF":1.6,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142562665","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The effect of age and bracing on vehicle occupant responses during sled-simulated evasive swerving","authors":"Kenneth Berkery ,&nbsp;Thomas Seacrist ,&nbsp;Sriram Balasubramanian ,&nbsp;Kristy B. Arbogast ,&nbsp;Valentina Graci","doi":"10.1080/15389588.2024.2370880","DOIUrl":"10.1080/15389588.2024.2370880","url":null,"abstract":"<div><h3>Objective</h3><div>Bracing can reduce adult occupants’ out-of-position postures, but it is unclear if this finding can be extended to child occupants. We investigated the effect of bracing, and age on the motion of vehicle occupants of different ages during sled-simulated pre-crash maneuvers.</div></div><div><h3>Methods</h3><div>Forty seatbelt restrained subjects (9–40 y.o.) experienced sled simulated evasive swerving maneuvers during a brace condition, where subjects actively brace before the maneuver onset, and an unbraced condition. A 3D motion capture system, electromyography (EMG), and seatbelt load cells captured head and trunk kinematics, muscle activation, and seat belt reaction forces, respectively. The effects of age and bracing on peak lateral head and trunk displacement were examined with Mixed Effects Model (<em>p</em> ≤ 0.05).</div></div><div><h3>Results</h3><div>In the braced condition, all subjects had reduced normalized peak head (0.09 ± 0.05) and trunk (0.11 ± 0.05) displacements compared to the unbraced condition (Head: 0.14 ± 0.06, Trunk: 0.17 ± 0.07) (<em>p</em> &lt; 0.05). For the into-the-belt direction in the unbraced condition, children showed the smallest peak head and trunk displacement of all age groups (<em>p</em> &lt; 0.01) while teens had the greatest peak head and trunk displacement compared to all other age groups (<em>p</em> &lt; 0.02). Similar trends were found in the out-of-the-belt direction in the unbraced condition (<em>p</em> &lt; 0.01). In the unbraced condition, all occupants showed greater shoulder seat belt reaction loads than the braced condition (unbraced 1.6–2.7 N/kg, braced 1.0–1.4 N/kg). Children also showed greater neck muscle activation (50–64% MVIC) compared to other muscles and older occupants regardless of the bracing condition or direction of motion.</div></div><div><h3>Conclusion</h3><div>Bracing reduced out-of-position postures across all ages. In the unbraced condition, children move less than teens and adults due to greater activation in the neck muscles. In the unbraced condition, teens showed the greatest motion, potentially due to their developing neuromotor control transitioning to a more mature stage. Across all age groups in the unbraced condition, occupants relied more heavily on the seat belt to maintain their position rather than their muscles to brace, suggesting the importance of good seatbelt-torso interaction in unbraced occupants.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 1","pages":"Pages S157-S166"},"PeriodicalIF":1.6,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142562870","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Comparison of deep learning approaches to estimate injury severity from the International Classification of Diseases codes","authors":"Ayush Doshi ,&nbsp;Charbel Marche ,&nbsp;Pavel Chernyavskiy ,&nbsp;George Glass ,&nbsp;Thomas Hartka","doi":"10.1080/15389588.2024.2356663","DOIUrl":"10.1080/15389588.2024.2356663","url":null,"abstract":"<div><h3>Objective</h3><div>The injury severity classification based on the Abbreviated Injury Scale (AIS) provides information that allows for standardized comparisons for injury research. However, the majority of injury data is captured using the International Classification of Diseases (ICD), which lacks injury severity information. It has been shown that the encoder-decoder-based neural machine translation (NMT) model is more accurate than other methods for determining injury severity from ICD codes. The objectives of this project were to determine if feed-forward neural networks (FFNN) perform as well as NMT and to determine if direct estimation of injury severity is more accurate than using AIS codes as an intermediary (indirect method).</div></div><div><h3>Methods</h3><div>Patient data from the National Trauma Data Bank were used to develop and test the four models (NMT/Indirect, NMT/Direct, FFNN/Indirect, FFNN/Direct). There were 2,031,793 cases from 2017–2018 used to train and 1,091,792 cases from 2019 were used for testing. The primary outcome of interest was the percent of cases with the correct binary classification of Injury Severity Score (ISS) ≥16, using ISS values recorded in NTDB for benchmarking. The secondary outcome was the percent of predicted ISS exactly matching the recorded ISS.</div></div><div><h3>Results</h3><div>The results show that indirect estimation through first converting to AIS using an NMT was the most accurate in predicting ISS ≥ 16 (94.0%), followed by direct estimation with FFNN (93.4%), direct estimation with NMT (93.1%), and then indirect estimation with FFNN (93.1%), with statistically significant differences in pairwise comparison. The rankings were the same when evaluating models based on exactly matches of ISS. Training times were similar for all models (range 11–14 h), but testing was much faster for FFNN models (GPU: 1–2 min) compared to the NMT models (GPU: 69–82 min).</div></div><div><h3>Conclusions</h3><div>The most accurate method for obtaining injury severity from ICD was NMT using AIS codes as an intermediary (indirect method), although all methods performed well. The indirect NMT model was the most resource intensive in terms of processing time. The optimal approach for researchers will be based on their needs and the computing resources available.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 1","pages":"Pages S25-S32"},"PeriodicalIF":1.6,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142562662","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Development and validation of a set of wheelchair finite element models in frontal, side, and rear impact conditions","authors":"Kyle J. Boyle ,&nbsp;Jingwen Hu ,&nbsp;Miriam A. Manary ,&nbsp;Nichole R. Orton ,&nbsp;Kathleen D. Klinich","doi":"10.1080/15389588.2024.2382889","DOIUrl":"10.1080/15389588.2024.2382889","url":null,"abstract":"<div><h3>Objective</h3><div>The objective of this study was to develop and validate finite element (FE) models of commercial manual and power wheelchairs, as well as related test fixtures and tiedown hardware, to provide tools for designing integrated wheelchair seating stations for automated and other vehicles.</div></div><div><h3>Methods</h3><div>The manual wheelchair model is based on a Ki Mobility Catalyst 5, and the power wheelchair is based on a Quantum Rehab Q6 Edge 2.0 with Synergy Seating. A 3D Sense scanner was used to capture wheelchair geometry. Wheelchairs were disassembled into components to collect masses and additional dimensions. These geometric data were used to construct computer-aided design (CAD) models of each product. Additional fixture models were generated from available drawings for the surrogate wheelchair base (SWCB), surrogate wheelchair 4-point strap tiedowns, traditional docking hardware, and hardware meeting Universal Docking Interface Geometry (UDIG). Models were constructed in LS-DYNA. For each wheelchair, between 1 and 3 dynamic sled tests in front, lateral, and rear directions were conducted for a total of 13 tests with varying wheelchair securement methods to obtain validation data. Frontal and rear impact tests used a Hybrid III midsized male, whereas the side impact tests used the ES-2re. Validation sled pulses were nominally 20 <em>g</em>–48 km/h for frontal tests, 10 <em>g</em>–22 km/h for lateral tests, and 14 <em>g</em>–30 km/h for rear impact tests. CORrelation and Analysis (CORA) scores were calculated for head and chest resultant accelerations.</div></div><div><h3>Results</h3><div>Validation results include comparison of component masses, overall wheelchair and anthropomorphic test device (ATD) kinematics, ATD head and chest signals, and calculation of CORA scores for head and chest resultant accelerations. For the 2 wheelchairs and SWCB, total model mass was within 1% to 4% of physical mass. Across the 13 test conditions, head acceleration CORA scores ranged from 0.71 to 0.92 in 8 conditions and from 0.52 to 0.67 in 5 conditions. For chest acceleration, CORA scores ranged from 0.73 to 0.96 in 8 conditions and from 0.51 to 0.67 in 5 conditions. In addition, residual deformation was similar between test and model in conditions where it occurred.</div></div><div><h3>Conclusions</h3><div>These publicly available tools will allow vehicle safety engineers to design equitable occupant protection systems for occupants who travel while seated in their wheelchairs. They will also be the baseline for ongoing research to develop parametric wheelchair models for additional occupant sizes.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 1","pages":"Pages S151-S156"},"PeriodicalIF":1.6,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142562667","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Pedestrians’ intent to cross in a fully autonomous vehicle environment; looking at crossing opportunity, eHMI message and wait time","authors":"Michal Hochman ,&nbsp;Yisrael Parmet ,&nbsp;Tal Oron-Gilad","doi":"10.1080/15389588.2024.2372801","DOIUrl":"10.1080/15389588.2024.2372801","url":null,"abstract":"<div><h3>Objectives</h3><div>Currently, pedestrians’ road-crossing decisions depend on the traffic at the crossing point, crossing opportunities, and circumstantial elements. Longer wait times on the curb and time pressure raise the number of traffic violations among pedestrians. The era of fully autonomous vehicles (FAVs) promises new interactions. External Human-Machine Interfaces (eHMIs) aim to increase the understanding of FAVs’ intentions and will influence pedestrians’ intent to cross. Yet, how pedestrian behaviors will change in the FAV era remains unclear. Further, there are no good metrics for evaluating the intricate interaction of crossing-related factors.</div></div><div><h3>Methods</h3><div>In a laboratory study, sixty participants observed crossing scenarios of a typical one-lane road with 10–12 FAVs driving along, two possible eHMI messages (“Cross!”/“Stop!”), and varying crossing opportunities (safe, risky, and unsafe). Participants had to indicate when they intended to cross the road using a designated button. Half of the participants were induced to feel time pressure. We developed index scores to convey the complexity of such crossing situations from the perspective of a pedestrian and used them to analyze the experimental data.</div></div><div><h3>Results</h3><div>In total, 48% of participants’ indications were to cross in safe crossing opportunities, 34% risky, and 18% unsafe; 69% were made when the eHMI proposition was “Cross!” and 31% for “Stop!”. High, significant, and negative correlations were found for compatible responses, e.g., with a safe crossing gap and an eHMI sign to “Cross!”. The opposite was true for incompatibility, e.g., a safe crossing gap and an eHMI sign to “Stop!” or an unsafe crossing gap and an eHMI sign to “Cross!”. The time pressure group’s median times to cross were shorter, making riskier decisions.</div></div><div><h3>Conclusion</h3><div>Our findings reflect a tendency to comply with the eHMI. In more complex scenarios where the crossing opportunity was uncertain or waiting times were longer, we observed that pedestrians were more inclined to follow the eHMI’s guidance to cross. These findings suggest that pedestrians may be more likely to follow the eHMI’s suggestion to cross than their self-skill, especially under time pressure. Our indices and metrics reflect the intricate interaction aspects of pedestrian behavior with eHMIs.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 1","pages":"Pages S126-S136"},"PeriodicalIF":1.6,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142562861","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Effect of data censoring on thoracic injury risk curves","authors":"Devon L. Albert ,&nbsp;Warren N. Hardy ,&nbsp;Andrew R. Kemper","doi":"10.1080/15389588.2024.2405643","DOIUrl":"10.1080/15389588.2024.2405643","url":null,"abstract":"<div><h3>Objective</h3><div>The first objective was to evaluate the effect of using less censored (i.e., exact and interval-censored) data on thoracic injury risk curves and the resulting injury probabilities. The second objective was to generate new injury risk curves to predict Abbreviated Injury Scale (AIS) 3+ rib fractures based on chest deflection.</div></div><div><h3>Methods</h3><div>Two data sets consisting of postmortem human surrogate (PMHS) tests with multipoint chest deflection measurements were compiled: A less censored data set consisting of exact and interval-censored data and a doubly censored data set consisting of left- and right-censored data. Chest deflection data from both data sets were processed in a consistent manner to calculate the maximum deflections at different locations across the chest. Survival analysis methods were used to generate nonparametric and parametric injury risk curves for serious skeletal injury. The total sample sizes and proportions of less censored data used to generate the risk curves were varied for each curve to evaluate the effects of sample size and less censored data on risk curve shape and predicted injury thresholds.</div></div><div><h3>Results</h3><div>Increasing the proportion of less censored data resulted in steeper injury risk curves and a higher predicted risk for a given amount of deflection. Differences in injury risk were more pronounced in the upper half of the injury risk curves. Introducing less censored data also produced narrower confidence intervals. At a total sample size of 79, increasing the percentage of less censored data from 0 to 30 had minimal effect on the shape of the risk curve.</div></div><div><h3>Conclusions</h3><div>Doubly censored chest deflection data have historically been used to generate thoracic injury risk curves for frontal motor vehicle crash events. This study found that incorporating less censored data into thoracic injury risk curves meaningfully affected the shape of the injury risk curves and their resulting injury risk predictions. All of the injury risk curves generated in the study predicted a lower threshold for serious rib fracture injury compared to previously developed injury risks curves that are currently in use in the field. Based on the results of this study, adding less censored data to injury risk curves should be strongly considered to improve thoracic injury risk curve prediction and confidence, especially for smaller sample sizes.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 1","pages":"Pages S33-S42"},"PeriodicalIF":1.6,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142562669","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Individual and social-environmental factors among young drivers informing decisions to ride with an impaired driver and drive impaired: A sequential mixed methods assessment","authors":"Federico E. Vaca ,&nbsp;Deepa R. Camenga ,&nbsp;Kaigang Li ,&nbsp;Vanessa Zuniga ,&nbsp;Barbara Banz ,&nbsp;Ronald J. Iannotti ,&nbsp;Candice Grayton ,&nbsp;Bruce Simons-Morton ,&nbsp;Denise L. Haynie ,&nbsp;Leslie A. Curry","doi":"10.1080/15389588.2024.2368595","DOIUrl":"10.1080/15389588.2024.2368595","url":null,"abstract":"<div><h3>Objective</h3><div>To contextually examine facilitators of young driver decisions to ride with an impaired driver (RWI) or drive while impaired (DWI).</div></div><div><h3>Methods</h3><div>Data were from the NIH’s NEXT Generation Health Study (NEXT), a 7-year longitudinal nationally representative study with a U.S. probability cohort of 10th graders starting in 2009–2010. Using a multistage sequential explanatory mixed methods approach, we conducted latent class analysis (<em>n</em> = 2,783) to identify RWI/DWI trajectories from adolescence to young adulthood (Stage-1). We then conducted in-depth qualitative interviews with purposively sampled young adults (<em>N</em> = 105, 26.30 ± 0.43 y/o) from four identified RWI/DWI trajectory classes (Stage-2): 31 Abstainers (consistently low probability), 33 Escalators (low-to-high probability), 14 Decliners (high-to-low probability), and 27 Persisters (consistently high probability). In Stage-2, the qualitative interview guide was informed by Stage-1 findings and Ecodevelopmental Theory. Using directed content analysis, we applied inductive and deductive theory-grounded codes to interview transcripts. With data immersion, reflexivity, and team dialogue, we derived themes from the code, “Facilitators of RWI and/or DWI”. Demographics and validated measures of resiliency, health-related quality of life, Timeline Follow Back for alcohol and marijuana, and recent engagement in RWI/DWI were collected during the interviews.</div></div><div><h3>Results</h3><div>Based on the interview transcripts, five themes emerged around RWI/DWI facilitators during and after high school: (1) beliefs about alcohol/drug effects; (2) trust of others; (3) trust of self; (4) parental disapproval; and (5) transportation factors. Participants who RWI confidently placed their trust in their assessment of the driver’s impairment and their own in the context of close relationships. Those who DWI described desire to maintain simple/easy vehicle access while avoiding tickets/towing. The joint display of the quantitative and qualitative data is presented.</div></div><div><h3>Conclusions</h3><div>Notable misperceptions exist about how alcohol/drugs impact driving in the RWI/DWI context, particularly regarding the subtle signs of impairment. Youth commonly relied on their own assessment of impairment before driving themselves or riding with a potentially impaired driver, sometimes to avoid parental disapproval. Some engage in RWI/DWI to avoid discord with parents. DWI may relate to needing easy/immediate vehicle access. Pragmatic remedy considerations could include educating youth and young drivers about impairment, enhancing safe public transportation, and expanding ride-share programing.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 1","pages":"Pages S15-S24"},"PeriodicalIF":1.6,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142562733","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Influence of initial belt torso contact on the kinematics and kinetics of booster-seated ATDs in frontal-oblique impacts","authors":"Gretchen H. Baker ,&nbsp;Julie A. Mansfield ,&nbsp;John H. Bolte","doi":"10.1080/15389588.2024.2378380","DOIUrl":"10.1080/15389588.2024.2378380","url":null,"abstract":"<div><h3>Objective</h3><div>Varying initial belt torso contact (i.e., belt gap) on belt-positioning boosters may have implications for potential shoulder belt slip-off in low-speed evasive vehicle maneuvers and differences in dynamic outcomes in frontal sled tests. This study evaluated the influence of initial booster belt gap and belt fit conditions on the kinematic and kinetic outcomes during frontal oblique impacts.</div></div><div><h3>Methods</h3><div>Frontal oblique (+15° from frontal) sled tests (<em>n</em> = 18; 23.6 ± 0.1 <em>g</em> at 12.4 ± 0.1 ms) were conducted using the Q-Series 6-year-old (Q6) and 10-year-old (Q10) and the Large Omni Directional Child (LODC) anthropomorphic test devices (ATDs). Various initial belt fit and belt gap conditions were investigated by evaluating each ATD on 2 high-back (HB), 3 low-back (LB), and 1 low-profile (Low) booster. Initial belt fit and belt gap were quantified, and boosters were categorized as “smaller gap” or “larger gap” for comparison.</div></div><div><h3>Results</h3><div>Larger-gap boosters produced greater peak lumbar FY and MZ (HB: −23.2 ± 8.8 Nm, LB: −23.6 ± 9.7 Nm) compared to smaller-gap boosters (HB: −12.6 ± 4.4 Nm, LB/Low: −12.4 ± 7.2 Nm) for the LODC and Q10. Peak axial torso rotations were also observed for larger-gap LB (38.6°) compared to smaller-gap LB boosters (23.8°), and the LODC experienced greater peak thoracic rotations on larger-gap boosters compared to smaller-gap boosters. These results suggest that ATDs on larger-gap boosters experienced greater torso rotation and lumbar MZ due to lack of initial contact between the shoulder belt and inferior torso. No ATDs experienced complete shoulder belt slip-off; however, larger-gap boosters displayed more visual evidence of outboard shoulder belt positioning at the time of peak forward head excursion.</div></div><div><h3>Conclusion</h3><div>This study provides a novel investigation on the role of initial belt fit and belt gap metrics on the dynamic response of booster-seated ATDs in frontal oblique impacts. Larger-gap boosters allowed the torso to undergo greater axial rotation before restraint was provided by the shoulder belt to the lower torso. Increased shoulder rotations may indicate greater propensity for shoulder belt slip-off in more severe crashes, in oblique maneuvers, or with variations in initial occupant posture. These results suggest the importance of continued evaluation of the implications of initial belt gap provided by boosters and the importance of evaluating lumbar FY and MZ and useful metrics for discrimination of differences in ATD response across booster designs.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 1","pages":"Pages S183-S192"},"PeriodicalIF":1.6,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142562737","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}